Rotary jet propelled engine



Jan. 7, 1958 L. L. LEDET ROTARY JET PRoPELLED ENGINE 4 Sheets-Sheet 1 Filed Dec. l0, 1954 wm mm a DT I* fm w .1 v @NN @(8 S w NQ ,n i lli.

Jan. 7, 1 958 LEDET ROTARY JET PROPELLED ENGINE INVENTOR.

A r Tae/v5 ys Filed Dec.

Jan. 7, 1958 L. l.. LEDET ROTARY JET PROPELLED ENGINE 4 sheets-shew s Filed Dec. 10, 1954 l r/G. 3

Jan. 7, 1958 l.. LEDET ROTARY JET PROPELLED ENGINE 4 Sheets-Sheet 4 Filed DBC. l0, 1954 O0/5 L. EET

IN V EN TOR.

United States This invention relates to internal combustion engines and more particularly to the type of internal combustion engine converting jet thrust to torque.

It is an object of this invention to provide an internal combustion engine of the roto-jet type which has but one moving assembly caused to move in a circular path by the thrust of a jet escaping therefrom.

It is a further object of this invention to provide an engine of the type indicated which is simple in construction and will readily lend itself to easy assembly and maintenance since it incorporates few main wearing parts, and which due to the simplicity of construction will be light in weight in comparison to the horsepower generated thereby and which will have a low fuel consumption in proportion to the amount of work produced.

Yet another object of this invention is to provide an internal combustion engine of the roto-jet type which will readily adapt itself to wide application as a power plant in a variety of fields and which when properly shrouded, muffled and insulated, would make a very compact, high output power plant for mobile use. Or, the engine may be left on its open frame mount to provide a dependable, simple power plant for outdoor stationary use.

Another and still further object of this invention is to provide an internal combustion engine of the type indicated which lends itself to ready diassembly to make maintenance thereof relatively simple since all parts of the engine can be reached within a minimum amount of labor consumed in its disassembly.

The above and other objects may be attained by employing this invention in which the internal combustion engine comprises a frame assembly, a stationary assembly to be carried by the frame assembly and includes a shaft, which is stationary, extending medially longitudinally of the frame assembly and also an annular combustion chamber wherein gases are generated to be carried by the shaft in spaced concentric relation thereto, a rotor assembly which includes jet exhaust means, the rotor assembly being carried on the stationary shaft for rotation about the shaft as an axis, and a compressor assembly rotatable with the rotor assembly about the stationary shaft as an axis for providing air under pressure to the combustion chamber, the combustion chamber and rotor assembly being provided with means whereby gases vgenerated in the combustion chamber will be conducted to the jet exhaust means and escape therefrom to create a thrust imparting rotation to the rotor assembly. The rotation of the rotor assembly may then be harnessed to drive any type of mechanism desired.

Other objects and advantages will become apparent from a consideration of the following detailed description, forming the specification, and taken in conjunction with the accompanying drawings, in which:

Figure 1 is a top plan view of the internal combustion engine embodyingr this invention;

Figure 2 is a longitudinal cross sectional view taken substantially along line 2-2 of Figure l;

atent 2,818,75 Patented Jan. 7, 1958 ICC Figure 3 is a front elevational view as taken along line 3 3 of Figure 2 and looking in the direction of the arrows;

Figure 4 is a cross sectional view taken along line 4-4 of Figure 2;

Figure 5 is a cross sectional view taken along line 5-5 of Figure 2;

Figure 6 is a transverse, cross sectional view taken substantially along line 6 6 of Figure 2; and

Figure 7 is a cross sectional view taken substantially along line 7-7 of Figure 2.

With continued reference to the drawings, there is shown an internal combustion engine of the rotor-jet type, generally indicated at 10, which includes a frame assembly, generally indicated at 12, a compressor assembly generally indicated at 14, a stationary assembly generally indicated at 16, and a rotor assembly generally indicated at 18.

The frame assembly 12 is of the open framework type and generally of semispherical form and includes a plurality of front frame members 20 extending in equally spaced relation and extending radially from a hub 22 in the form of a collar. The frame members 20 are of hollow tubular construction and recede as they project outwardly from the hub 22 having the ends thereof remote from the hub angularly bent in a direction away from the'hub. Arcuately formed, hollow tubular frame members 24, of which there are four in number, each extends from a bolted connection, as at 26, to the outer face of a roller bearing housing 28, with each of the arcuate frame members 24 being substantially in the form of a quarter-circle and with the hub 22 and roller bearing housing 28 being in axial alignment transversely of the frame assembly along a medial center line longitudinally therethrough. The ends of the frame members 24 remote from their bolted connection to the inwardly turned ends of the front frame members 20 may be secured to the housing 28 by any suitable means, such as being welded thereto.

A generally circular, hollow tubular reinforcing frame member 30 which may pass through the arcuate frame members 24 and be welded thereto at the point of passage and disposed in spaced relation to the front frame members 20. Thus, a reinforcing member 30 will encircle the arcuate frame members 24 to lend rigidity to the frame assembly.

Each of the front frame members or arms 20 is provided with diametrically opposed openings 32 and 34 and each of the arcuate frame members 24 is similarly provided with pairs of diametrically opposed spaced pairs of openings 36 and 38, the purpose of these openings to be more fully explained hereinafter.

The stationary assembly 16 is constructed of heavy walled steel tubing and includes a stationary shaft 40 of hollow tubular construction extending medially longitudinally of the frame assembly 12. The shaft 40 is ixedly mounted on the frame 12 by means of a bolt 42 which passes through suitably aligned and registering openings in the stationary shaft 40 and the hub 22 and secured thereon by means of the usual nut 44. The bolt and nut arrangement serves the dual purpose of retaining the stationary shaft on the frame against rotation and also clamping the sections 20 of the frame at the hub 22, to which hub the front frame members may be secured as being welded thereto.

With the stationary shaft 40 secured to and carried by the frame adjacent one end, which may be referred to as the front or fore-end, the opposite end 41 of the shaft has mounted thereon an antifriction bearing assembly, generally indicated at 46. The bearing assembly 46 includes a bearing housing 48 carrying therein a ball bearing 50 3 to provide a freely rotatable member about the shaft 40 as an axis of rotation, and the ball bearing retained in the housing by a ball bearing retainer collar 52 which forms part of the race for the balls of the bearing 50,

Intermediate the ends of the vshaft 40 but more closely adjacent the end thereof carrying the bearing assembly 46, the Stationary Shaft 4l) is provided with a plurality of outwardly extending, hollow support arms or conduits 62 Whh are disposed at equal angular intervals about lche circumference of the shaft and extend in oblique relation to the axis thereof. The hollow interiors of the arms 62 communicate` with the hollow interior of the stationary shaft through openings 64 formed in the walls of the shaft.

A plurality of pairs of flexible lines, 66 and 68 extend longitudinally of the shaft 40 disposed therewithin and extend through the openings 64 into the hollow interiors ofthe alternate arms 62, which arms then define conduits for the pair ofV lines led thereinto and longitudinally therethrough.

The line 66 is a fuel injection line connected to a source of fuel which may be forced therethrough with the other end of each of the fuel injection lines 66 extending through a suitably formed opening in the circul-ar louver plate 7.0 so as to extend within the combustion chamber 72ydeflned by the stationary, annular chamber housing, generally indicated at 74, to eject fuel thereinto adjacent the louver plate 70 which denes the inner wall of the combustion chamber. It will be noted that the louver plate 70 is carried by the ends of the support arms or conduits 62 at the ends thereof remote from tlefshaft 40 and is disposed in concentric relation to the s at.

The other line 68 conveys an electrical current therethrough and extends, through a suitable opening in the louver plate 70 so as to be disposed within the combustion chamber 72 adjacent the nozzle end of the fuel injection line. The free end of the ignition wire or line 68 is bared and is. bentV so as to extendy across the end of the fuel injection nozzle 69 disposed withinV the combustion chamber 7-2 and in spaced relation therefrom toward' an ignition ground wire or post 76 so asto have a spark jump from. theignition wire to the ground post acrossthe freel end. of the fuelV injection nozzle 69 whereby the fuel atomized through the nozzle 69 may be ignited withinthe combustion chamber to thus dene an ignition plug.

Thus, itjwill be seen thatV a` plurality of ignition wires and fuelejection lines are led into the combustion charnber, andas shown in theiaccompanying drawings, there are four in number spaced angularly approximately 90 apart and. each extending through one of the alternate conduits or supportingk arms 62.

The housing 74 is` made of two sidewall sections 78 and 8| of concave-convex formation with the concave surfaces in opposed relation, that` is facing each other, and the ends ofthe side wall sections remote from the louver plate 70 beingV arcuately formed sov as to extend toward each other into mating relation, each ofthe side wall sections being provided with outwardly extending annular flanges 82 and 84 respectively which are disposed. in mating relation to receive mounting bolts 86 therethrough at spaced intervals thereabout so as to secure the sections together to denne an arcuate end wallA remote from the end wall defined by the louver plate 70. The` end ofV the section 78 remote from the ange 82 is secured to the peripheral edge of the louver plate adjacent the bearing assembly 46 as by beingvwelded thereto while the corresponding inner peripheral. end of the side wall section 80 isseeured at the opposite peripheraledge of the louver plate 70 by `a plurality ofv circumferentially spaced bolts 88 passingthrough the side wall section adjacent its-peripheral end remote frorrrthe outer end thereof and through a laterally extending flange formed on the louver plate '70 and extending annularly thereabout and upwardly therefrom toward the outer end of the chamber housing.

The chamber housing 74 is provided with spaced rows of apertures 92 transversely therethrough and through which expanding gases formed in the combustion chamber may escape into the rotor assembly 18 to heat air forced thereinto.

The louver plate 70 is provided with a plurality of spaced, transversely extending louver slots 71 therethrough which are in communication with the combustion chamber and through which air under pressure may be introduced into the combustion chamber, as will presently appear.

It will be noted that the fuel injection nozzles 69 are mounted upon and carried by the louver plate 70.

The rotor assembly 1S is constructed from thin, light,` high-temperature resistant, high-tensile strength sheet metal stamped and formed in the shape of a dish pan. This unit is the moving and working part of the engine and is where the power is developed for imparting rotational movement to the rotor assembly. The rotor assembly isl so shaped as to turn freely about the combustion chamber housing 74 and its axis of rotation being dened by the longitudinal axis of the stationary shaft 40.

TheV rotor assembly 18 comprises an aft or rear section 94 of single-piece construction in the form of a semispherical dish or bowl disposed adjacent the back endv 41 of the shaft and having a torque or drive shaft 9.6 extending rearwardly therefrom in longitudinal axial alignment with the axis of the stationary shaft' 40 and projecting rearwardly therefrom to be supported in the roller bearing 98 in the housing `28 carried by the frame assembly 12, with the shaft' 96 projecting through the roller bearing shaft assembly for connection to any type of transmission unit desired.-Y

Thev shaft 96"mayI drive the transmission unit 99 shown in` Figure l, and the shaft is of solid steel construction and ixedly carried' by the aft or rear section 94 of the rotor assembly 18 so as to transmit the rotation of the rotor assembly to the transmission.

At the extreme outer perimeter of the aft or rear section 94'` and extending annularly, inwardly therefrom there is. welded one peripheral edge ofthe front outer section or plate 100. A front inner section or plate 102',V which is Vvgenerally circular in formation and having a: toric body to meet with the surface of the front outer section and extend inwardly therefrom toward the shaft 40; is vsecured to the peripheral edge of the front outer section remotefrom the welded connection to the aft or rearsection 94 by a plurality of mounting bolts 104 passing through overlapping peripheral edges of the sections I and`1'02A andi spaced equally, circumferentially thereabouti. This` construction of the frontpiu'ner and outer sections, in effect, makes a one-piece front structureV forthe rotor'assembly.

The outer peripheraly end of the front inner section or plate 102 is arcuately bent in a direction' away from the outerface of `the section and toward the chamber housing 24 so as to provide a convex combustion chamber intake throat-106 concentrically/about the stationary shaft 40. That portion of the front inner section arcuat'ely formed'ii'n the manner hereinbefore indicated, as indicated at'1tl8 is provided'with a circumferential row of spaced holes 110 transversely therethrough delining` airintake. passages. An annular boss 112 is formed on theinnersurface of the front inner section or plate 102'` adjacent the arcuate portion '108 thereof with a plurality of equally spaced' holes drilled therethrough circumferentially thereabout for the reception therethrough of mounting bolts 114 for' securing the coneshaped compressor casing 11`6 thereto so asv to be' rotatable therewith.

gemene It will be noted, as clearly shown in Figure 2, that the aft or rear section 94 as well as the front outer and inner sections of the rotor assembly are so shaped as to conformably extend about the combustion chamber housing 74 with suicient clearance therebetween to permit the rotor assembly to freely move in a circular path about the combustion chamber housing since a rear ange 118 carried by the rotor assembly section 94 in spaced, concentric relation to the shaft 40 is secured to the bearing assembly 46, as by having its inwardly turned annular ring 120 secured thereto so that the rotor assembly will be free to rotate about the bearing assembly 46.

An arcuate portion 108 of the front inner section 102 may be considered as the front ange, spaced from the rear flange 118.

Similar to the front flange 108, the rear ilange 118 is provided with a circumferential row of spaced openings 122 transversely therethrough to dene air inlets. The front flange 108 is an extension of the lower portion of the front inner section 102 and this ange follows the circular contour of the compressor casing 116 which is mounted thereto by means of the bolt 114 at the inner end of the compressor casing. n Along the outer periphery of the shaft or rear section 94 of the rotor assembly at the junction of the outer peripheral edge of the front outer section therewith, there is formed a plurality of equally 4spaced jet exhaust nozzles 124, there being approximately sixteen in number circumferentially spaced thereabout in concentric relation to the axis of the shaft 40, which is the axis of rotation for the rotor assembly 18. The jet exhaust nozzles 124 provide an outlet for the escape of compressed air warmed by heat generated in the combustion chamber 72 and introduced into the rotor assembly by operation of the compressor assembly so as to provide a thrust force upon escape through the nozzles whereby rotation is imparted to the rotor assembly about its axis of rotation.

At the rear or aft side and about the center of the aft or rear section 94 there is provided a cone, generally indicated at 126 at the inner peripheral edge of the ring 120 with the outer portion thereof dened by the rear or aft ange 118 and the ring 120 thereof secured to both the aft or rear section 94 as well as to the bearing assembly 46.

The cone 126 forms a guide for air ow'to the air inlets 122 along the face of the rear llange 118. The inside of the cone, ring 120, is provided with a fitting 121 having internal annular threads for attachment to the bearing assembly 46.

Guide vane sections 132 and 134, in the form of curved plates having rows of lightning hole openings 128 and 130 respectively therethrough, define a guide means for directing the exhaust gases to each ofthe jet exhaust nozzles 124. The guide vane sections 132 are disposed in equally spaced relation and extend from the inner face of the rear ange 118 to the inner surface of the aft or rear rotor assembly section 94 adjacent the jet exhaust nozzle 124, while the guide vane section or segment 134 extends from the front ange 108 along the inner surface of the aft or rear section 94 toward the jet exhaust nozzle 124 and terminates short of the juncture With the guide vane section or segment 132 directed toward the same exhaust nozzle. Thus, it will be seen that there is also provided a plurality of guide vane segments 134 disposed in equally spaced relation angularly about the front ange 108 as a hub and radiate outwardly therefrom while the guide vane segments 132 radiate in equally spaced angular relation from the rear liange 118 as a hub. Since the guide vane sections or segments are rigidly secured to the rear or aft section 94 and the front inner section 102 respectively, they not only serve to guide the burned or exhaust gases to the respective jet exhaust nozzles but also give the rotor assembly rigidity and strength. The guide vane sections or segments 132 and 134 are of thin sheet metal material of light weight. The lightning holes 128 and 130 are provided to further reduce the weight of these guide vane sections or segments.

The compressor assembly 14 includes the casing 116, formed of two mating portions secured along their medial center lines by bolts passing through outwardly extending mounting flanges, in a well-known manner, so as to permit easy assembly and disassembly thereof. The compressor assembly further includes a plurality of rotor blades 136 carried by the casing 116 and extending toward the stationary shaft 40 with the free end thereof in slightly spaced relation-to the other surface of the shaft in spaced relation to each other with the outermost one of the rotor blades, that is the one most closely adjacent the hub 22, receiving the compressor bearing assembly, generally indicated at 138, which contains an antifriction bearing of the ball type, and is disposed in abutting relation to the inner end surface of the hub 22, whereby the casing may freely rotate about the longitudinal axis of the shaft 40 as its axis of rotation along with the rotor assembly 18. The shaft 40 carries a plurality of spaced outwardly extending stator blades 140 projecting perpendicularly to the longitudinal axis of the shaft and disposed in the space between the respective rotor blades 136, :and having their free ends terminating slightly spaced from the inner surface of the coneshaped compressor casing 116. A purpose of the blades is to change the direction yof the air flow as it progresses from the larger end 142 of the compressor, adjacent the fore or front end of the engine, to the smaller aft or rear end 144. The ycompressor blades may be set at any desired angle to produce the required air flow andcompression of the air as it progresses through the compressor assembly from the larger end 142 to the smaller end 144.

In operation, the moving parts of the engine 10 are set in motion by an external source (not shown) such as a starter through a gearing mechanism transmitting to the torque or drive shaft 96. Thus, the rotor assembly 18 will be put in motion in a circular path rotating about its axis of rotation and since the movable portion of the compressor is carried by the rotor assembly for movement therewith about the longitudinal axis of the shaft 40 as its axis of rotation, an axial flow of air will be induced to flow therethrough at approximately a 5 to l compression ratio at the combustion chamber air intake throat 106.

The air forced into the air intake chamber or throat 106 is channeled rearwardly through the air inlets 110 to the throat 146 defined by the space between the inner surface of the circular louver plate 70 and the external surface of the stationary shaft 40 and then through the louver openings 71 in the louver plate 70 and into the combustion chamber 72. At the same time the air is thus introduced into the combustion chamber, fuel is being introduced into the combustion chamber by means of the fuel lines 66 Iat 4 points about the inner wall of the combustion chamber, defined by the louver plate 70, where it mixes with the air introduced into the combustion chamber to provide a combustible mixture at the point where the high-tension current is provided and made to jump the gap between the end of the bared ends 67 of the ignition Wires and the adjacent ground posts 76 thus igniting the fuel-air mixture and setting a continuous cycle of operation within the combustion chamber 72. Once ignition of the fuel is accomplished, the ignition cycle is no longer needed for operation of the engine, that is the starter may be discontinued.

As the mixture of fuel aud air is burned in the cornbustion chamber 72, the radiated heat will expand the incoming air and the front and rear anges 108 and 118 and in the cone 126 to build up a high pressure inside of the rotor assembly 18, since this expanded air will enter the rotor assembly through the openings provided in the front and rear flanges, and will radiate from the center of these flanges along the curved guide vane segments or Sections 132 and 134 to the jet exhaust nozzles 124 to escape to the atmosphere. Thus, a thrust force will be generated which will place into circular motion the rotor assembly 18 on the longitudinal axis in bearing assemblies 28', 46, and 138.

As the air drawn in by the compressor assembly 14 is delivered at the front and rear flanges 108 and 118, this cold air will help cool the bearing assembly 46 and also have a cooling effect upon the forward side or corn- 'bustion housing section 80.

The heat generated from the combustion of the airfuel mixture in the combustion chamber 72 will not only heat the surrounding air in the rotor assembly but also will force hot exhaust gases through the exhaust openings 92 to further heat the air in the rotor assembly. Thus, with the air being forced under compression into the rotor assembly and heated therein by combustion of air-fuel mixture in the combustion chamber, the forced air being expanded by heat will escape with considerable force through the jet exhaust nozzles 124 to thereby create a strong thrust imparting rotational motion to the rotor assembly and to the torque or drive shaft 96.

With regard to the compressor, stator and rotor blades, these are mounted individually in rows. Each blade is flat and of rectangular shape and each blade is set at a definite angle to the horizontal axes of the shaft 40 and compressor casing 116. Thus each blade may be dened as a miniature propeller blade.

In order to prevent the dispersion of the heat generated in the' combustion chamber housing 74 and the louver plate 70 within which the annular combustion chamber 72 is defined, there is an insulation pad 148 dependingly carried by the arcuate frame members 24, by bolts 150 passing through respective pairs of openings 36 and 38 in each of the frame sections 24 and being threadingly received within the hollow, internally threaded interior or bore of brackets 152 carried by the insulation pad 148 so that the insulation pad is in spaced concentric relation to the frame members 24 and is also in spaced relation, in mating disposition, to the outer surface of the aft or rear section of the rotor assembly 18.

Another insulation pad 154 is dependingly carried by the front frame members in spaced relation inwardly thereof by a plurality of bolts 156 passing through the respective pairs of aligned openings 32 and 34 in each of the front frame members 20 and being received within the internally threaded bore 158 of brackets 160 carried by the insulation pad 154. The insulation pad 154 is in the shape of a body of revolution or a toric body which is in spaced mating relation to the outer surface of the similar outer toric surface of the front inner section 102 of the rotor assembly so as to act as an insulation pad for this portion of the rotor assembly. The insulation pad 154 is provided with a central opening 162 transversely therethrough to accommodate the passage of the compressor casing 116 through the insulation pad.

Similarly, the insulation pad 14S is provided with a central opening 164, axially aligned with the opening 162 to permit the passage therethrough of the torque or drive shaft 96.

The transmission unit 99 may include a fuel control valve, indicated at 99', and R. P. M. governor 99 and a high-pressure fuel pump 99".

From the foregoing, it will be apparent that there has been provided an internal combustion engine which comprises a frame assembly 12, a stationary assembly 16 which is carried by the frame and disposed therewithin, a stationary assembly 16 including a stationary shaft 40 and a chamber housing 74 and the louver plate or collar70, the housing 74 having anannular hollow interior defining a combustion chamber.72 wherein a fuelair mixture can be ignited to create heat, a rotor assemv c 8. I bly 18 which includes jet exhaust means 124 With'the `rotor assembly disposed withinV the frame 12 and mounted for rotation about the housing 74 with the stationary shaft 40 as its axis ,in` encircling relation to the hous'- ing 74 andthe combustion chamber 72, and air com'- pression means 14, which includes a portion carried by andV rotatable with the rotor assembly to produce air under pressure for the combustion chamber and for the rotor assembly Withfthe heat generated in the combustion chamber heating the air forced into the rotor assembly to cause expansion thereof, the rotor assembly including means (guide vanes 132 and 134) for guiding the expanded heated air to the jet exhaust means 124 where escape of the heated air to the atmosphere from the jet exhaust means will create a thrust imparting rotation to the rotor assembly.

While there is shown and described -the preferred embodiment of the invention, it is to be understood that the structure is susceptible to change and modication Within the practicability of the invention and therefore should beV limited only by the scope of the claims appended hereto.

What is claimed is:

l. An internal combustion engine comprising a frame assembly, a stationary assembly carried by said frame assembly and disposed therewithin, said stationary assembly including a hollow stationary shaft and a housing having a hollow interior carried by and arranged in spaced relation about said shaft to dene a combustion chamber wherein a fuel-air mixture can be ignited to create heat, a rotor assembly including jet exhaust means disposed within saidframe and mounted for rotation about said housing with said shaft as its axis and in encircling relation to said combustion chamber, and air compression means including a portion thereof carried by and rotatable with said rotor assembly to produce air under pressure to said combustion chamber and to said rotor assembly with the heat generated in the combustionchamber heating the air forced into said rotor assembly to cause expansion thereof, means carried by said rotor assembly for guiding the expanded heated air from said combustion chamber to said exhaust means where escape therefrom to the atmosphere will create a thrust imparting rotation to said rotor assembly about said shaft, said housing being of annular form and including a louver plate in the form of a collar carried by said shaft in spaced concentric relation thereto to define the inner wall of the combustion chamber, said plate having a plurality of louver openings therethrough through which the air placed under pressure may enter into the combustion chamber.

2. An internal combustion engine comprising a frame assembly, a stationary assembly carried by said frame therewithin, said stationary assembly including a stationary shaft and a housing having a hollow interior deiining a combustion chamber wherein a fuel-air mixture can be ignited to create heat, a rotor assembly including jet exhaust means disposed Within said frame and mounted for rotation about said furnace With said shaft as its axis and in encircling relation to said combustion chamber, and air compression means including a portion thereof carried by and rotatable with said rotor assembly to produce air under pressure to said combustion chamber and to said rotor assembly with the heat generated in the combustion chamber heating the air forced into said rotor assembly to cause expansion thereof, means in said rotor assembly for guiding the expanded heated air to said exhaust means where escape therefrom to the atmosphere will create a thrust imparting rotation to said rotor assembly, said housing being of annular form and including a louver plate in the form of a collar carried by said shaft in spaced concentric relation thereto to dene the inner wall of the combustion chamber, said plate having a plurality of louver openings therethrough through which the air placed' under pressure may enterV into the combustionv chamber, a plurality of hollow support arms carried by said shaft extending radially outwardly therefrom and upon which said louver plate is carried in its spaced concentric relation to said shaft to define conduits, said shaft being hollow, a plurality of fuel conducting means passing through said shaft and individual ones passing through alternate ones of said conduits to inject a combustible fuel into said combustion chamber at spaced points thereabout adjacent said inner wall thereof, and a plurality of ignition 'means passing through said shaft and individual ones thereof passing through said alternate ones of said conduits to be disposed within said chamber adjacent the fuel conducting means to cause ignition of the fuel and air forced under pressure into said combustion chamber to produce heat.

3. An internal combustion engine comprising a frame assembly, a stationary assembly carried by said frame therewithin, said stationary assembly including a stationary shaft and a housing having a hollow interior defining a combustion chamber wherein a fuel-air mixture can be ignited to create heat, a rotor assembly including jet exhaust means disposed within said frame and mounted for rotation about said furnace with said shaft as its axis and in encircling relation to said combustion chamber, and air compression means including a portion thereof carried by and rotatable with said rotor assembly to produce air `under pressure to said combustion chamber and to said rotor assembly with the heat generated in the combustion chamber heating the air forced into said rotor assembly to cause expansion thereof, means in said rotor assembly for guiding the expanded heated air to said exhaust means where escape therefrom to the atmosphere will create a thrust imparting rotation to said rotor assembly, Vsaid housing being of annular form and including a louver plate in the form of a collar carried by said shaft in spaced concentric relation thereto to define the inner wall of the combustion chamber, said plate having a plurality of louver openings therethrough through which the air placed under pressure may enter into the combustion chamber, said annular housing including a pair of mating semiannular casing sections joined together along their mating circumferential edges and having their peripheral ends arcuately formed toward each other to deline the side and outer walls of the combustion chamber, said casing sections being carried by said louver plate.

4. A11 internal combustion engine comprising a frame assembly, a stationary assembly carried by said frame therewithin, said stationary assembly including a station- -ary shaft and a housing having a hollow interior deiining a combustion chamber wherein a fuel-air mixture can be ignited to create heat, a rotor assembly including jet exhaust means disposed within said frame and mounted for rotation about said furnace with said shaft as its axis and in encircling relation to said combustion chamber, and air compression means including a portion thereof carried by and rotatable with said rotor assembly to produce air under pressure to said combustion chattiber and to said rotor assembly with the heat generated in the combustion chamber heating the air forced into said rotor assembly to cause expansion thereof, means in said rotor assembly for guiding the expanded heated air to said exhaust means where escape therefrom to the atmosphere will crea-te a thrust imparting rotation to said rotor assembly, said housing being of annular form and including a louver plate in the form of a collar carried by said shaft in spaced concentric relation thereto to dene the inner wall of the combustion chamber, said plate having a plurality of louver openings therethrough through which the air placed under pressure may enter into the combustion chamber, said rotor assembly including a dished aft section rotatably mounted on said shaft adjacent one end thereof and encircling surrounding a portion of said combustion chamber, an annular front outer section dependingly carried by the outer peripheral edge of said aft section, and a front inner section having a to-ric surface dependingly carried by said front section, said outer and inner front sections encircling surrounding the remaining portion of said combustion chamber.

5. An internal combustion engine comprising a frame assembly, a stationary assembly carried by said frame therewithin, said stationary assembly including a stationary shaft and a housing having a hollow interior defining a combustion chamber wherein a fuel-air mixture can be ignited to create heat, a rotor assembly including jet exhaust means disposed within said frame and mounted for rotation about said furnace with said shaft as its axis and in encircling relation to said combustion chamber, and air compression means including a portion thereof carried by and rotatable with said rotor assembly to produce air under pressure to said combustion chamber and to said rotor assembly with the heat generated in the combustion chamber heating the air forced into said rotor assembly to cause expansion thereof, means in said rotor assembly for guiding the expanded heated air to said exhaust means where escape therefrom to the atmosphere will create a thrust imparting rotation to said rotor assembly, said compressor assembly comprising a cone-shaped casing carried by said rotor assembly for rotation therewith and in spaced concentric relation to said shaft, a plurality of rotor blades fixedly carried by said casing in spaced relation and extending toward said shaft, and a plurality of stator blades carried by said shaft in spaced relation interposed in the spaces between said rotor blades, said casing having a large air inlet opening at one end and a smaller air discharge opening at its other end adjacent said housing.

References Cited in the le of this patent UNITED STATES PATENTS 1,291,273 Tyler Jan. 14, 1919 2,499,863 Hart Mar. 7, 1950 2,531,581 Moyer Nov. 28, 1950 

